Sunday, August 5. 2012

It was one of those days when casual observation could suggest that the steam department had done nothing !.However we made steady progress on some critical work although the visible effect does not look much.

On 1630:

·we have now agreed terms with the boiler welding specialist for the back tube sheet and super heater flue work.Hopefully that will be done shortly.It should only take 4 days once he is on site.

·the pipe to replace the corroded runs along sides of the boiler has been located and ordered.This in itself gave some quite surprising results.The small diameter heavy gauge steel pipe used on a steam locomotive now has few uses and is made in small quantities.Price is therefore driven by batch sizes and availability rather than the weight so we have larger tube costing less than larger and seamless costing less than seamed in some cases.

·Collin finished the inside of the front tube sheet, so internally we now only have the contract welding of the rear tube sheet to do.

·Mike and Bob continued forming the test sheet for the firebox patch.The activity this week was focused on forming the shape to match the sloping front tube sheet while retaining an accurate match to the curve of the mud ring.

Mike shapes the test patch

·the major activity was the continuing battle with the smoke box bolts.These apparently insignificant 3/4 inch bolts occupied a number of us all day.

Looking at the locomotive in service they are simply the bolts onto which the nuts, that you see in a circle around the edge of the smoke box front sheet, are threaded.

What we are working on

Although they appear at first sight to be studs, they are actually "T" headed bolts, unthreaded in the length that passes thru the front ring, that are driven into the ring from the rear.The snag is that they cannot be a really tight fit on the front sheet so there is a hidden cavity behind the nut in which moisture and gases attack the bolt.In service the smoke box is under vacuum and any leakage causes loss of efficiency and rapid corrosion as air is sucked past heated metal.We want to ensure that, once we do this overhaul, we have reasonable confidence that 1630 will be good for the next 15 years so we are working on the basis that these bolts should be replaced where they are wasted to less than 5/8th inch.This means removing 11 bolts.It is clear that the bolts at the top and bottom, which are subject to greatest wear, have been replaced at some stage as most of the 11 are at the sides.

The documented way of removing these bolts is to hammer them from the front, potentially having heated the ring to assist the process.The bolts on 1630 do not seem to have heard of this process !!.None have proved possible to hammer out anything like whole.They are so firmly in place that hammering expands the bolt in the hole and makes it impossible to remove.The technique evolved during the day is to grind off the head of the bolt (which we think may in some cases have been welded during repairs at some time), very carefully drill a hole centeredon the bolt and enlarge it to allow an air hammer bit to be inserted.This allows the air hammer to be used with less expansion of the bolt.If this does not work you have to collapse the sides of the bolt into the hole, re drill and try again.We now have 5 out.They are very variable.The last and worst did not come out until we had done this multiple times and reduced the length for 2 1/4 inch to 3/4.The huge frustration is that, when they eventually come out, it is just a plain smooth plug with nothing to indicate why it would have been so difficult to move.

Drilling the last one on the engineers side

Here you can see the bolts.The green paint marks indicate good.The red marks and gaps those that are to be or have been removed.Here we are working on the last one on the engineers side, which proved to be the worst so far.

Late on we called in reinforcements and received full support from the IRM Board.Thank you Jim !!.

Jim working on a steam engine - one for the records

Any way , 6 more on the fireman's side for next weekend, then we can think about putting in the new ones.

Finishing the engineers side

Elsewhere Phil removed the lugs from the back of one of the axle boxes for 428 so that it can be mounted on the Bullard turret lathe to machine the bearing face.The plan will be to fit brass bearing faces, similar to those fitted to 1630, rather than poured babbit faces previously used.

Phil prepares one of the axle boxes for machiningWhat we are working on

I will not be at Union next Saturday as my son is getting married.I do hope to be there Sunday so hopefully I will be able to report on a lot that the team has been able to get done without me getting in the way!.

Nigel

Sunday, August 5. 2012

I am pretty much behind in offering more photos and history of our Chicago Great Western Russell plow. But here are some great images from the Joe Pierson Collection for your enjoyment. They provide interesting details and clues needed in our restoration work, even though right now the intent is not to repaint this into the yellow scheme.

THE YELLOW YEARS

Joe Pierson Collection

May 16, 1982, Butler Yard, Milwaukee, WI

Joe Pierson Collection

May 16, 1982, Butler Yard, Milwaukee, WI

Joe Pierson Collection

1984, no location

We continue to make good restoration progress, but as with all such work at IRM, donations are appreciated, yes, even required to maintain the pace of the work. We have assembled an energetic team of volunteers, the money is what is missing. Please send your help to fund RX38 .

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Comments

Nigel Bennett about Steam Department Update June 2015Wed, 07-29-2015 07:42Subject to the general caveat that
a 100 year old steam engine can
always develop a last minute fault,
it is planned that #1630 will
operate 8/1 and [...]

CincyCubfan23 about Steam Department Update June 2015Wed, 07-29-2015 06:28Nigel - First, THANK YOU for all
the work you do (and everyone else
at IRM, for that matter)!
I believe I know the answer, but
I'll ask anyhow. [...]

Nathan about Steam Department Update June 2015Mon, 07-27-2015 16:26Nigel,
All matters of practicality do
indeed have to be taken into
consideration.
That said, as another suggestion,
you may want to talk to your [...]

Nigel Bennett about Steam Department Update June 2015Mon, 07-27-2015 07:38Nathan,
All ideas to be considered and
depends on how this year turns
out.
The big reason we run Thomas over
the route we do is the space [...]

Nathan about Steam Department Update June 2015Sun, 07-26-2015 19:24Hi Nigel,
Just noticed the comments and plans
for Thomas on this thread and am
intrigued.
It seems like a great idea to have
#1630 push the Percy [...]

Nigel Bennett about Steam Department Update June 2015Sun, 07-26-2015 09:41Andrew,
No. The Thomas train will follow
its normal route.
There will be two event trains, the
Thomas train and the Percy train
(standard DOWT [...]

Nigel Bennett about Steam Department Update June 2015Sat, 07-25-2015 08:45Peter,
The Thomas days will be
significantly different this year.
There will be a Percy train as well
as a Thomas train and, subject to
the [...]

Peter D. about Steam Department Update June 2015Fri, 07-24-2015 23:51Greetings: Quick question regarding
steam operations...In addition to
Thomas, when would you expect a
steam locomotive to be on the
tacks. Thanks.